With so many compact crossovers in America’s best-selling segment, it’s hard to stand out without looking like the guy in the ruffled tux at the high school dance. Fortunately, with the 2019 RDX, Acura proves the difference is in the details.

Designed and engineered in America, the third-generation 2019 Acura RDX features a new platform that is taller, wider and longer — more American. It looks good, especially in the tester’s A Spec trim, which is the first Acura crossover to get the sporty trim. The second highest trim bumps the price to $45,500, which is cheaper than the Germans, Volvo and Cadillac and on a par with Lexus and Infiniti. A-Spec has 20-inch wheels (19-inch is standard) with wider, lower profile tires for a more muscular profile and slightly tighter ride. Acura’s diamond pentagon grille, which appears to get bigger as it flows from the badge, appears to be in motion; flanked by jewel-eyed headlights, which are seven LEDs stitched horizontally, the fascia seems to be squinting from speed.

Despite ditching the V-6 for the 2-liter turbo four-cylinder like Honda did with the Accord, Acura claims the RDX to be the quickest version yet. The V-6 made 279 horsepower to the turbo four’s 272, but torque is up 28 pound-feet to 280 pound-feet. The extra torque enables it to tow up to 1,500 pounds.

The parade of new crossovers and utility vehicles marched on throughout auto show season, with dozens or new and redesigned crossovers set to hit dealer lots in mid- to late-2018 for model year 2019. The differences are in the details.

It’s light on its low-profile tires, though with a curb weight of just over 4,000 pounds, it won’t hit 60 mph until the mid 5-second range. Default driving mode can be set to sport, not comfort, and sport-plus mode can be used to delay shift points and tighten throttle response.

It’s not fast because it’s not a performance crossover, but it will execute most everyday driving moves aggressively enough. It’s very quiet on the road, and the 10-speed automatic transmission keeps it smooth.

Most drivers in this segment will be more concerned with Acura/Honda’s AWD system (dubbed Super-Handling AWD, or SH-AWD). For more spirited driving, up to 70 percent of torque can be sent to the rear axle, with 100 percent of that torque capable of going to one wheel. It can dip in and out of corners like a hatchback, but, more important, if one wheel slips the other wheel takes over. This is key when the snow and ice comes. It’s a full-time system so the driver doesn’t have to do anything, except if you want to switch it to snow mode. We couldn’t tell a difference between it and comfort mode, but we didn’t have any snow.

The drive mode controller sits where the centerstack used to be, with gear shift buttons just below it. Above the dial are traditional climate buttons, and above that is the 10.2-inch display screen. To control the wide but unobtrusive display screen, there is a touchpad where the traditional gear stick would be. It is here where Acura’s attention to detail attracts suitors.

The higher placement of the gear selector buttons and drive mode dial enabled Acura to create a clever storage cavity in the center console to store phones, handbags, anything flat and wide. There are also spacious side pockets up front and back. Cupholders can be closed with an accordion cover so you can rest your forearm to use the True Touchpad Interface.

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The benefit of the touchpad over a touch screen is placement. It’s farther away and in the same eye level as the instrument cluster, making a touchpad safer and more convenient than a touch screen. The menu items on screen correspond directly to the touchpad, so to hit the home button in the top left, just touch the top left of the touchpad. It doesn’t use a cursor, so the hand movements mimic the display dimensions. Even on rough roads, the touchpad acts as you intended.

The learning curve is steep. There is another slender vertical touchpad next to it, the size of a pinky, that mimics the split screen display. If the map is on the main screen and audio display on the small screen, the user can switch views with the side pad. It took us a week to figure out some swipe commands, such as swiping hard left to get to the next page of preset radio stations.

It’s not distracting or uncomfortable, and most immediate functions can be handled by the roller dials on the steering wheel controls. Those, too, take some getting used to. Drivers averse to swiping and menus and such should opt out. We’d rather have a knob. Voice commands were exceptional, as was overall interior design.

A-Spec models also come flush with advanced driver assistance systems, all of which operate effectively and unobtrusively. Adaptive cruise will take you down to a stop, but you have to press the gas to get going again. Hands-free driving is available in 15-second spells, and the tech doesn’t overwhelm the driver with bings, dings and zings.

A-Spec also comes with a premium 3-D sound system that Acura reps are very proud of, and rightly so. If you like it loud and clear, the ELS Studio 3D system comes with 16 speakers (four in the ceiling) and 710 watts.

The overall layout of the controls and center console make for a roomy cabin, with plenty of leg room for rear passengers. Headroom is a little tight due to the standard panoramic sunroof and tapering roofline, but Acura claims top-in-class cargo space thanks in part to cubbies in the floor.

Like the Honda CR-V, the Acura RDX is well-balanced for the price. It’s not as agile as the Alfa Romeo Stelvio, not as well-heeled as the BMW X3, but it’s more sophisticated than the Lexus NX. It blends performance, technology and efficiency without sacrificing either. RDX gets more impressive the more time you dance with it to appreciate all the thoughtful details.